Brake.



H. N. MOORE.

BRAKE.

APPLICATION FILED ADS-l8. Hill.

1 ,300,634; Patented Apr. 15, 1919.

2 SHEETSSHEET l.

H. N. MOORE.

BRAKE.

APPucATmu FILED AUG. 18. nan.

1,300,634. Patentml Apr. 15,1919.

2 SHEETS SHEET 2.

WW mum UNITED STATES PATENT OFFICE.

HEltTBiY' N. MOOREIOF LDS ANGEIJES? CALIFORNIA; ASSIG'NOR 0F ONE THIRD T0 E-THAN C. LE'MUNYON"ANUONE TH'IRDTTOFRANK E. ECKHAR'I', BOTH OF LOS' ANGELES,

CALIFORNIA.

BRAKE.

Specification of Letters Patent.

Patented Apr. 15; 1919.

To all whom it may coneernv Be it known that-I,- Hmmr N. Moore, a citizen of the -United States, *residing at Los Angeles; its the: county of Los- Aiigeles and State of California, have invented a new and useful 'Brake,;ofwhichthe following is a specification.

This invention pertains to brakes of the less of 'Which direction the rotating-member is turning.

Other obj ectsand advantages will appear in the sub j'oined detail description:

The accompanying drawings illustrate theinvention Figure l'is aplan view of a chassisofa motor vehicle equipped with a-pair oifithe newly invented brakes.-

Fig. 2 is a side elevation of the invention from line indicated by ar -m Fig; 1;

Fig.3 is a sectional elevationof th ebrake shown in Fig. 2; omitting th'e axlei housing; brak'edrum, wh eel and axle;

Fig; 4 is an elevation *mainly in section on line indicated by at -m Figs 2,- the axle housing being omitted.

Fig. 5 is anedge view of thebrake band and its operating lever and armsyth evlever being: partly brokem away. and the: spring being omitted for clearness of illustratiom Fig. 6 is an enlarged side elevationfrona line indicated b w -a Fig.1.

There is provided a brakei-operatingi-lever in the-form. of a footipedal indicated at 1 of any suitable construction and said lever is pivotally mounted and in the instanceshown is pivoted at 2 to the'chaflget speed' housing 3 Which is mounted on the chassis 4 of the motor vehicle. This chassis may be of any suitable/- constracti'on" and in" the instance shown in Fig. 1 is the chassis of a Ford car.

The lever 1 is connected by a rod 5 to a stroke multiplying lever 6 which is fulcrumed at 6' to the housing 3 or other suitable support and which in turn is connected by a rodi'7 to a-turn buckle 8, there being a locknutt) on the'rod 7 to lock the turn buckle 8in adjusted position. The turn buckle 8 is connected to a rod ,10 which is pivoted at 11 to a channeled member 12 through which is rove a cable 13. The opposite ends of the cable 13 are fastened to the brakes indicated in general by the character 14;

The=brakes 14 are of like construction and therefore only one of then] needs be described and said brake isconstructed as follows: The axle housing 15 of the chassis is provided at one end with a-flange l6 and fastened to said flange by bolts 17, 17 is a continuous annular brake housing 18, said housing being provided with an car 19 through which the bolt'17 passes and being provided with cars 20 'throu h which the bolts 17- pass. These bolts 1 ,-17' may be the sameones employed in fastening the ordinary brake and=radius rod in place on theiFord car in a manner well understood.

The housing 18 is provided at one side with a slot 21; expanding slightly inwardly owing to the end walls beingaslant outward toward one another, and said end walls form steps 22, 23 respectively to engage abutments formed by the faces 22, 23 of lugs 24, 25 respectively of a brake band 26. When the brake band 26 is fully expanded within the housing 18 so as to contact with the: inner face ofthe housing the faces 22', 23 are in en ement'with the stops 22, 23 respectively. he brake band 26 may be faced with any suitable friction producing material, asindicated at 27,- inaz'mann-er well understood in the art pertaining to band' brakesz The lug 24' is pivoted at 28 toapair of lirrks 29-which in turn are'pivoted: at 30 on the opposite sid-es'of a lever 31 that is Pl'VOtBdTfit 32 to the lug 25; said lug being cleftso thatthe lever '31 will bc inserted in the cleft. The outer faces ofthe inner portions of the-links 29 and the outer faces of thelug' 25 slide along the sides of theslot and are guided: thereby. The lever 31 is provided with a bend at 33 so that the outer portion of thelver is at a considerable angleto the inner portion having the pivots 30, 32. When the lug faces 22, 23 engage the stops 22, 28 the outer end of the lever 31 lies close to the housing 18. The outer end of the lever 31 is connected with one end of the cable 13 and said end of the lever is connected by a retracting coil spring 34 to a suitable fixed point such, for instance, as an ear 35 on the periphery of the housing 18. This spring 34 tends to hold the lever 33 in such position as to expand the brake band 26 against the housing 18. Itis clear that by reason of the housing 18 being continuous and the brake band seating thereagainst when in expanded position all rattling will be revented and heat will readily pass from t 1e brake band to the housing 18 and will be efi'ectively radiated by said housing; thus the housing tends to cool the brake band so as to minimize tendency of the brake band to become overheated, which overheating is detrimental to the friction material 27. The material 27 may be fastened to the brake band 26 by rivets 36 or equivalents and to insure that the outer ends of the rivets do not hold the brake band away from the housing 18 when the brake band is expanded the housing 18 is provided internally with an annular groove 37 into which the heads of the rivets 36 may protrude so that the brake band will seat snugly against the inner face of the housing at both sides of the groove.

When the brake band 26 is contracted it frictionally engages a brake drum 38 which is fast on the wheel 39 of the chassis.

In practice when it is desired to retard the vehicle the lever 1 will be moved in the direction of the arrow (1, Fig. 6, so as to move the lever 6 and rod 7, and it is noted that owing to the rod 5 being connected to the lever 6 nearer its pivot than the rod 7 that the stroke of the rod 7 will be greater than the stroke of the rod 5. Thus with a comparatively small movement of the lever 1 the lever '33 will be given considerable an ular movement.

f it be assumed, for example, that the brake drum is rotatin in the direction of the arrow 1;, Fig. 3, t e lug face 23 will be caused to enga e the stop 23 and brakin movement of time lever 33, aided by the friction of the drumon the band facing, will cause the lug face 23 to slide inward along the stop 23 until the band facing engages the brake drum. Thus, contact of the band with the drum occurs first adjacent the lug 25. Further braking movement of the lever 33 will move the pivot 28 toward the pivot 32 thus contracting the brake band and therefore causin the contact of the brake band with the rum to move progressively from the and adjacent the pivot 32 Copies 0'! this patent may be obtained for flve'cente each, by addressing the "Gonrmiasioner Washington, D. 0.

to the end adjacent the pivot 28. Thus the rotating brake drum tends to wrap the brake band around it in the direction of rotation so that when the lever 33 is thrown to its full braking position full contact is obtained between the brake band and lthB drum.

Assuming that the direction of rotation of the brake drum is opposite to the direction indicated by the arrow b, Fig. 3, the face 22 will be forced against the sto 22 and braking movement of the lever 33, alded by the friction of the drum on the brake band facing, will cause the face 22' to slide inward along the stop 22 until the band facing engages the drum. Thus it is clear that engagement of the band with the drum first takes place adjacent the pivot 28 and that further braking movement of the lever 33 will move the pivot 32 toward the pivot 28 to contract the brake band, thus causing the contact of the band with the drum to more progressively from the end adjacent the pivot 32 toward the end adjacent the pivot 28.

Thus as before the rotating drum tends to wrap the brake band around it in the direction of rotation so that when the lever 33 is thrown to its full braking position full contact is obtained between the brake band and the drum.

Thus it is clear that the brake works with equal facility regardless of the direction of rotation of the brake drum and that owing to contact of the brake band with the drum substantially from end to end of the band when the lever 33 is moved to full braking position the brake is 100% efficient in its braking power.

I claim:

In combination, a chassis having axle housing flanges, annular brake housin having ears, radius rods, bolts fastening t e radius rods to two of the ears of the respective housings and fastening said ears to the flanges, wheels for thechassis, brake drums on the wheels respectively inside of the housing flanges, brake bands between the housing flanges and brake drums, and means to contract the brake bands on the drums.

Signed at Los Angeles, California, this 13th day of August, 1917.

HENRY N. MOORE.

Witnesses:

GEORGE H. HILES, A. F. SCHMIDTBAUER.

of Patents, 

